Train control



Oct. 19 1926. I 1,604,098v W. K. HOWE TRAIN CONTROL Filed Feb. 25,1922 3 Sheets-Sheet 1 WATTORNEY FICiB.

Oct. 19 1926.

W. K. HOWE TRAIN CONTROL Filed Feb. 25, 1922 3 Sheet-Sheet 2 Oct. 19 1926.

1,604,098 W. K. HOWE TRAIN CONTROL Filed Feb- 25, 1922 3 Sheets-Sheet 3 INVENTOR MTTQRNEY Patented Oct. 19, 1926. v

UNITED STA TES' PATENT OFFICE.

WIN THROP K. HOWE, OF ROCHESTER, NEW YORK, ASSIGNOR T GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK;

TRAIN CONTROL.

'Application filed February 25, 1922. Serial No. 539,218.

This invention relates to automatic train control systems for railroads. t

In the practical application of train con- 1 trol systems to railways, it is desirable to make provision such that thelocomotivcs'or other vehicles equipped, may run either pilot first, or tender first, over the railroad in the normal direction of traflic, and be in either case under proper control. Similarly, proyision-should be made to permit a vehicle equipped with train control apparatus to travel over the railroad in a direction opposite to the normal direction of traflic for which the railroad is signalled, and while so traveling against the normal direction of trafiic, be allowed to proceed without unnecessary imposition of contro1,since'the vehicle in this case automatically puts-to stop.

the'signals ahead of it and places the trachway devices of the train control system in their active stopping condition. A still further requisite is that the arrangement for communicating .controlling influences from the trackway to the moving vehicle should be adaptable to single track operation, as well as" double track operation, with the minimum amount of expense or complication.

Briefly stated, the primary object of the present inventionis to devise a simple ar rangement of cooperating devices on the trackway and on a vehicle, which permits the communication of the desired controlling influences for governing cab signal or train control mechanism when the vehicle is traveling over the track in the normal direction oftraflic, regardless of which end of the vehicle is leading, which will not act to communicate such influences when the vehicle travels over the track either end ahead in a direction opposite to the normal direction of traflic, and which is susceptible of adaptation for single track operation.

Various other objects, characteristic fea tures, and advantages of the invention will appear hereinafter as the description progresses.

In the accompanying drawings, Figure 1 shows in a simplified and conventional mannor a portion of double tra'ck equipped in accordance with this invention;

h Fig; 2 illustrates in a simplified and diagrammatic way onc'typ'i'ca-l form o-f'a signaling system forsin'gletrack railroads, conveniently. termed an absolute-permissiveblock systc'my-and. shows the application ofother types, employing other types of trackthe track devices of the train control system to this type' of block signal system;

Fig. 3 illustrates in a simplified and conmode of operation. rather than with the purpose of showing detail construction and arranlgement preferably employed in practice; an

' Fig. 4; is a diagrammatic view showing the modification of the car equipment shown in Fig. 3 to'provide an automatic stop system. Referring first to the trackway equipment for double track shown in Fig. 1, the track rails 1 are bonded together in the usual way by bond wires and channel pins, or the like; and these track rails are divided into blocks of the desired length by insulated joints 2 in conformity with recognized block signal practice, only one block E with the portions 'ing it easy to understand their functions and of, adjacent blocks D and F being shown.

Since the devices and circuits associated with these blocks are the same, for convenience they will be given the same reference characters with distinctive exponents. Each block is equipped with a normally closed system will be used as a supplement or an adjunct to' some suitable type of automatic or auto-manual block signal system, including fixed track signals of the semaphore, color light, or other type. The various forms of the signals, control circuits, and relays suitable for this purpose are now wellrecognized in the art; and to avoid 'useless complication, semaphore signals 5 at the entrance to each block have been shown conventionally, without any atttempt to illustrate their well-knownstructure and control circuits. it being understood that these sig nals will give the usual clear, caution, and stop indications, dependent upon the pres-. once or absence of trains in the corresponding block and in the next block in advance. The adaptability of the train control system of this invention to block signal systems of way signalsor other forms 'of control circults, is considered to be so evident as to require no specific illustration or description.

The train control system of this invention in its simplest form, which has been selected for the purpose of explaining the .nature of the invention, requires the communication of a stopping impulse or influence'from the trackway to each passing vehicle 'ateach caution signal, wit or without a similar stopping impulse 'at eachv stop or danger signal; and for this purpose there is located adjacent to the entrance end of each block (trafiic being from left, to right as inclicated by the arrow) a track element or inductor T, which maybe disposed a short ,distance in the rear of the. insulated joints 2 defining the entrance to the block in ques- -tion,,or opposite such joints, or a distance in advance thereof, depending'upon the type of control circuits for these track elements.

' In the particular arrangement of control cirreference character B indicating a connec tion-directly to one terminal of a battery or other source of current and the reference character C or N indicating a direct connection to the other terminal of the same source,

it being understood that several batteries or.

other sources of the appropriate voltage and current capacity may be used in the respectlve clrcults 1n conformity w1t h engineering practice The trackelement or inductor T comprises in general a U-shaped core or yoke 7 of soft Iron laminatlons, a coilor winding 8 on said core, together with a suitable supporter mounting for housing and protecting said core and coil which maytake various forms and which for simplicity, is not shown. The coil 7 is provided withenlarged pole pieces which are-disposed a considerable distance abovethe top of the track rails and outside 1 one of the rails. In one specific arrangement, the track inductors are located with their pole pieces about 2 above the level of the top of the running rails and with their center. lines about 19" outside of'one or the other'of the running rails. The coil 8 of the track, inductor T .is connected I through a' front contact 9 of the corresponding line relay 6, and thus is in a'closed circuit of low resistance when said line relay is energized.

Referring to Fig. 3, the car equipment housed and protected, spring supported, or-

otherwise mounted, preferably on a truck, side frame, or similar part having a fixed relation to the track rails, the specific structure of this support and housing, however, forming no part of the present lnvention. Each car element or receiver LL-cons1sts of a U-shaped core or yoke 10 of soft iron and having enlarged polelaminations pieces, said cores being similar in size to the cores of the track elements and being carried on the vehicle so as to come directly over said track elements. On one leg of the core 10 is a primary or exciting coil P and on the other leg is a secondary or receiving coil S. These coils of the two carelements L-L" on opposite sides of the vehicle, are preferably placed on the respective legs in such a way that the primary or exciting coil P is ahead or leading and first encounters the trackinduct'ors T as the vehicle travels in the normal direction of traflic with its alternate ends leading. For example, if the track elements T, which in accordance with this invention for double track railroads are located all on the same side of the track, are on the righthand side of the track with respect to the.nor1nal direction of trafiic, as

shown in Fig. 1, then the primary coils P-P of the two car elements L-L are disposed as shown in Fig. 3, with the primary coil onthe righthand side of. the vehicle leading as the vehicle travels in the normal direction of traflic.

In connection with this invention, there is employed a circuit controlling device,

which automatically shifts on changes as the vehicle changes its direction of travel. While such circuit controlling means may be coupled to and operated by the reversing lever or controller by which the direction of movement of the vehicle is selected, it is preferred to actuate this automatic circuit controlling means directly from the car axle, because, among other things, the desired selection is set up automatically and .can not exist unless the movement of the vehicle corresponds, something which is not necessarily true in the case of the reversing lever of a locomotive or the reversing han dle' of the controller of an electrically propelled car. In the simplified construction of this circuit controller, conveniently termed a reversing switch, a sleeve or collar 11 is mounted on one of the vehicle axles and provided with suitable hearings to turn thereon, This collar 11 is provided with a friction member or brake shoe 12 pressed against the axle by a spring 13, so that said collar 11 is frictionally driven in one'directionor the other depending upon the direction of 14 arranged to connect brushes 15 and 16 alternately with a brush 17, the length of the strip 14 and the spacing of said brushes being such that a connection between brushes 1617 is made before the connection between brushes 15-17 is broken; and vice versa.

That is," this contact strip 14 is of such a' length that the circuit controlling device constitutes a switch of the make-before-break type. These brushes or contact fingers 15-16 and 17 are shown conventionally and are assumed to be suitably supported upon a panel of insulating material, said panel also supporting fixed stop members 18 limiting the extent of movement of the collar 11.

The control impulse of influence communicated from the trackway to the moving vehiclesin accordance with thisinvention may be utilized in various ways for the automatic regulation of the movement of the vehicle, ordinarily by operating some suitable'form of brake control mechanism. It

- iscontemplated that such brake control -tem now commonly in use, and in some one mechanism will act upon the air brake sysof the well-known ways, cause an automatic brake application in the proper manner, suitable provisions being made for preventing the engineer from recharging and releas ing, for producing a limited reduction in brake pipe-pressure and otherwise producing a-braking effect in accordance with accepted air brake practice. Thespecific character of the brake control apparatus, and its governing mechanism, forms no part of the present invention. which is adaptable in a manner that will be evidentto those skilled in the art, to any one of the various types this device K has as ociated therewith con or kinds'of brake or power control devices, dependent upon speedor other concurrent conditions; and to simplify'the disclosure of the present invention-a brake control apparatus, capable of performing the desired functions. is illustrated conventionally designated K. And it should be understood thatv this device K is one which when deen ergized, produces a brake application or other desired control, and is inactive when energized. To conform with theparticular ty e of control circuits shown in Fig.' 3,

tacts, shown conventionally as an insulated disc 19 and. arrows, which are normally 'Cl0S d, that is, while said device K is ener- 'gized, and which areautomatically opened when said device is deenergized.

A suitable electro-respons'ive device, electrically connected to the receiving coil S or S of the active car element, and responsive ous forms, in Fig. 3 there are shown ELIIliLlIl control relay G, and a repeater relay R. In practice, these relays are constructed and mounted so as not to be improperly operated i by the shocks, jars, and vibrations to which they are subjected, and have their structuraland electrical characteristics adaptedto their respective duties. The main control relay G has an armature and contact finger shown conventionally which is pivotally supportedatitscenter of massand is rocked about its. ivotal axis in one direction by aspring an is attracted in the other direction when the relay is energized, said contact finger 20 cooperating with two normally closed'front contacts shown conventionally as arrows. The repeater relay R is provided with a similar balanced armature 21 having a front and a back contact, as shown.

Thetype of car equipment shown in Fig. 3 is designed to provide what may-be termed an auto-manual, permissive, or semi-automatic system, that is, a system in which the brakes are automatically applied at each caution signal unless the engineer takes ap propriate action in recognitionor acknowledgement of such signal. For this purpose a hold-by or acknowledging contactor A. C. is provided. In the simplified form shown, this acknowledging contactor comprises a plunger 22, with a suitable knob for facilitating its manual manipulation, which is urged upward by a spring lar on said plunger and a guide therefor. This plunger 22, when depressed in opposition to the spring 23, forces a spring contact finger 24 into engagement with a stationary contact, indicated conventionally as an arrow. At the same time, anothercontact fintactorA. C. consists ofnormally open'contacts24, which are closed when said eontactor is actuated, and. normallv closed contacts 25 which are automatically opened it the contactor isheld in its operated position longer than a predetermined time. Since actuatlon of the acknowledgmg'contactor A. --C.'serves to avoid an automatic brake apphcatlon, as'explamed hereinafter, 1t 1s considered desirablefor some situations 23 between a colblade 29 of reset switch R. S. and its noris neoacee mary coilP, wire 35, primary coil P, and thence to N.

Main control relay G is connected in circuit with the secondary coil S as follows: commencing at B, armature 20 of relay G, and its front contact, wires 36 and 3?, brush to have a record showing the time of each operation of said acknowledging contactor by the engineer, so that when desired, in case of accident or otherwise, it can be determined whether or not the automatic brake applying mechanism was rendered ineiiective by the engineer. To satisfy this re- 17, contact 1%, brush 15, wire 38,.secondary quirement, a suitable time recording device 0011 S, wires 39 and 40, relay G to N. This is associated with and actuated by the plungenergizing circuit. for the relay G includes a or 22, a record being made each time said fr Contact Qfrelay Itself g" a contactor is actuated. Since various forms st k rel y. 7 of recording mechanisms, including" clock- The repeater relay R is directly energized work devices, dials and "tape, or the like, through the otheniront contact of the relay adaptable for this purpose, are wellknown G by a circuit which may be traced as fol in the art, such recording mechanism 28 is lOWSI Commencing at B, armature 20 and shown diagrammatically, and is illustrated Q 43, WIIB r l y tol as being provided with a lover or arm 28 From the foregoin rcircuits it will be alfangd t b t t d by th d w d noted that the device d; is normally mainmovernent or" the plunger 22, so that a rectained energized, and-is" deenergized when 0rd, giving the hourand minute. is made 1 front Contact of repeater relay R opens, each time said plunger is de n'essed. t m y Closed Contacts 0f the in connection with the specific type of car a k o edging c ac o p the reset equipment shown in Fig. 3, a reset switch M-h S. is operated. Also, the device ll. S. is employed. This reset switch R. S. K 15 connected in Series h the P Y is preferably located so that it is accessible or exciting coils Pl?, so that the flow of only from the ground and coi'isequently can current through these coils, is checked and not be operated until the train is brought to if it falls too low for safeand reliable oper a stop or is sealed oriin some other suitable ation, the, device K will be operated. manner protected such that its operation in- The prnnarycoil P, being constantly enolveg onsid rabl ann ya ce, bli ity, orergized, tends to send flux through the core the like, the purpose being to establish a 10 Of' the car element L, but on account of penalty in connection with the operation of the relatively large an gap between the the reset switch R. S., as contrasted with pole pieces oi said core, the partial magthe simple manipulation of the acknowledgnetic circuit for said flux is of relatively ing contactor A. (3., so that the engineer will h gh reluctance, and c p i ly little watch out for the signal indications andacflux passes through the secondary coil S. tuate said acknowledging contactor in pref- Such flux as may be threading the coil S, erence to being; obliged. to work the reset being steady, does not affect the current switch R. S. This reset switch R. S., shown through the main control relay G. in simplified form, comprises a spring push Suppose now that the vehicle approaches button or switch blade 29, having normall a track element T in its active stopping open and normally closed contacts. condition, that is, with its coil 8 in open Operation-Normally, when the vehicle is traveling between control points under clear trailic conditions, parts and circuits of the car equipment are in the condition shown in Fig. 3. It is assumed that the vehicle is headed in the direction of the arrow. The collar 11 of the automatic reversing switch, is driven by the car axle to the upper extreme position against the upper stop 18 as shown, establishing an electrical connection between the contact fingers 1517 and breaking the connection between the-fingers 16-17. The primary or exciting coils P and P of the two car elements L-L are each energized from a suitable source of current preferably a storage battery by a circuit which may be traced as follows: commencing at B, front contact and armature 21 of repeater relay R, wires 30 and 31, switch condition constitutes in effect an inert mass of iron afl'ording a magnetic bridge or loop for the core 10 of the car element. As the car-element passes over the track element, the reluctance of the magnetic circuit through the primary and secondary coils P and S is first decreased from normal to a minimum and then increased from a minimum back to normal. By virtue of such change in reluctance partly aided by diversion of flux from leakage paths around the primary coil 1, there is a quick change of flux through the secondary coil S, first an increase, and then a decrease. This change of flux, in accordance with well-known principles induces a voltage in the secondary coil S which isin etl'ect one cycle of al ternating current, usually of the distorted wave form. This induced voltage (either mally closed contact, wire 32, normally closed contacts 25 of the acknowledging, conthe connections,) opposes the battery or tactorA. C. wire 33, device K, wire 34, priother source supplying the energizing curcircuit. The track element in this stopping the first or second wave, depending upon rent for the main control relay G, thereby reducing such current to the point where the armature of said relay is retracted. It may be noted here that the connections are preferably made such that the relay operates on the first wave or half-cycle. The relay G, being a stick relay, maintains its contacts. open, after the slightest opening thereof, and while the induced Voltage in the secondary coil is of momentary duration, the relay G opens its contacts and keeps them open until otherwise restored. The dropping of relay G causes the relay R to drop.

Assume that the engineer was alert and observed the signal indication prior to the movement of the vehicle past the-track element in the stopping condition just considered, and that the engineer, just before passing the track element, presses down the plunger 22 of the acknowledging contactor A. C. The main control relay G and the repeater relay R are deencrgized as before e2:- plained, but with the plunger 22 depressed, a circuit is established for maintaining the device K energized, and another circuit is set up for picking up the main control re- I lay G. The holding circuit for the device K may be traced as follows: commencing at B, normally open contact 24, now assumed to be closed, wire 42, contacts 19 of device K, wires 43 and 31, reset switch R. S., wire 32, normally closed contacts 25, wire 33, device K, wire 34, primary coil P, wire 35, and primary coil P to N. The pickup circuit for the relay G may be traced as follows: commencing at B, contacts 24, wire 4-2, contact 19 of device K, wires 43 and 30, armature 21 of relay R and its back contact, wire 44, rcactance 45, wires 46 and 37, brushes 15 17, wire 38, secondary coil S, wires 39 and 40, relay G to N.

Thus,the engineer, by making a timely operation of the acknowledging contactor A. C. may prevent deenergization of the device K and immediately restore the relays G and R, putting all of the apparatus back in the normal condition, so that after the car element has passed beyond the influence of the track element, the plunger 22may be released.

Suppose now that the engineer being asleep, incapacitated or for some other reason fails to observe or correctly interpret the signal indication, fails to operate the acknowledging cont-actor before passing the ,track element in its active'stopping condition. Then when thercpeater relay R drops, it breaks the nori'nally closed energizing circuit for the device K, causing said device to beset into operation to apply the brakes or impose some other train control restrictions. \Vhen the device 1( operates, its contacts 19 open, thereby preventing restoration of the relay G by manipulation of the acknowledging contactor A. C. so that the engineer is obliged to close the reset swi'tch R. S., in order to restore the relays G and R, reenergize the device K, and proceed. Since the operation of the reset switch R. S. is attended with some diflicult y, as previously explained, it is thought that the engineer naturally taking the easiest course, will prefer, and, as a practical proposition, be really forced to be alertand watch out for the signal indications, in order that he may avoid the penalty associated with operation of the reset switch by making the appropriate and timely movement of the acknowledging contactor.

In order to frustrate any attempt upon thepart of the engineer to defeat the objects of the system by fastening down the acknowledging contactor A. C. the time controlled contacts 25 are provided, and these act to interrupt the energizing circuit for the device K in the event that the plunger 22 is fastened down, or is carelessly held down for more than a predetermined time for which the dash-pot or timing device 27 is adjusted. The time for the opening of the normally closed contact 25 is preferably made long enough to give the engineer all reasonable latitude in passing a signal, but too short to permit him to pass two signals in succession by'one manipulation. If necessary, the engineer may operate the acknowledging contactor several times in succession, in case he, misjudging his speed or distance to the signal, should operate the acknowledging contactor too quickly. Similarly, the reset switch R. S. is protected so that it can not be fastened down. It will be noted that when the reset switch blade 29 is shifted, the circuit for energizin the device K is broken at its normally 0 osed I,

contacts; and consequently, while the relays G and R can be restored to normal by operatingthe switch 29, thedevice Kisnot energized until said switch is restored to the normal position. Hence, the reset switch R. S. can not be carelessly left or fastened in the wrong POSltlOIM OtlIGI'WlSG the device K is deenergized and the train can not proceed except under-such restrictions as may be imposed by the device K.

It the coil 8 of a track element or inductor T is included in a closed circuit of low resistance or virtually short-circuited, at the time the vehicle passes it, then there is not induced in the-secondary coil S sufiicient If the car should. be turned end for end, and should travel in the same normal direction of traffic, the other car-carried element or-receiver L will be on the right handside of the track where the track elements T are located. Atthe same time, the collar 11 of the automatic reversing switch is shifted by the'change in the direction of rotation of the car axle, so as to connect the relay G to the secondary coil S (through a circuit which maye be readily traced from analogy to the one for secondary coil S) rather than to the secondary coil S. In other words, as the car changes end for end, the car elements on the opposite sides thereof are alternately rendered effective, and conditions are automatically set up for the cooperation of an active car element with the track elements. In this connection, it should be remembered that the track elements T willall be located on one side of the track, the righthand side as shown, with respect to the normal direction of traffic.

Occasionally locomotives or whole trains are obliged to run opposite to the normal direction of traffic. In this case, it will be evident that the train] will put the track elements ahead of it in the active stopping condition, since it. occupies itself in succession the track circuits controlling these elements before it reaches them. Consequently, unlesssome special provision 'is' made, a train traveling opposite to the normal current oftrafiic would be continuously stopping itself. Such against traflic movements, being abnormal and made only under special orders and in conformity with the'rules,

do not require the protection of an automatic train control system. Referring to Fig. 3, assume that the vehicle headed as shown, should reverse its movement and back up opposite to the direction of traffic. It will be evident-that the collar 11 of the automatic reversingswitch will be shifted as the direction of rotation of the car axle is reversed, rendering the lefthand element L active and the righthand element L inactive; and since the track elements will pass under the element L, as the train makes this against trafiic movement, no influence will be communicated. The same is true in case the vehicle is headed in the opposite direction.

The car equipment shown in Fig. 3, as previously stated, is designed for imposing a permissive or auto-manual brake control but the same principles and functions underlying this invention can, of course, be emloyed to exert an absolute control. Fig. 4 illustrates how the circuits ofFig. 3 are modified to provide such\abs9lute control. In this arrangement, the acknowledging contactor A. C. is omitted. The main control relay G has the same-stick circuit as in Fig. 3, but is. picked up or restored directly through the open-contact'of the reset switch R. S., wire 47 to wire 37, and thence through the relay Gr the same as in the pick-up circuit previously traced. The train control device K is deenergized and set into operation when the repeater relay R opens. It will be observed that in this arrangement of circuits, train control device K is operated, independently. of any action upon the part of the engineer, whenever the relays G and R are deenergized, and that after such deenergization, the parts must be restored by manipulation of the reset switch R. S. ,It should be understood that this car equipmen of Fig. 4: may be employed with an overlap system, and the train control device K be one which automatically applies the brakes independently of speed or other concurrent conditions; or. this arrangement may be used to enforce obedience to a caution signal, provided the train control device K is suitably constructed so as to make the brake application dependent upon speed, location of the vehicle in the block, or other conditions consistent with the automatic control of vehicles in caution blocks.

This invention also provides an organization permitting the vehicle to travel over single track railroads as well as double track railroads. From the foregoing explanation, more particularly in connection with Fig. 3, it will be observed that the car equipment is such that, regardless of which end of the vehicle is ahead, it will receive control from track elements on one side of the track, for example, the righthand side. If, therefore, the track elements on single track railroads are located on the righthand side of the track with respect to the direction in which the vehicle is traveling, and with respect to the direction of tralfic governedby the signals for such vehicle, the vehicle, equipped in the same way as for double track operation, may travel over a single track and be under the appropriate control.

In single track operation signal protection should be provided for train movement in either direction, that is, protection. for trains traveling toward each other (opposing moves), and'for trains traveling in the same direction as on double track railroads (following moves). These'and other requirements for single track operation are satisfied, so far as signal indication is concerned, in a thoroughly practical manner by the type of block signal system now in commen use and known as an absolutc-permissive-block system; and while the train control system of this invention may be applied to other types of single track block signal systems, this A. P. B. system has been sele'cted to illustrate the adaptability of the tween two passing sidings X is divided into track sections a, b, 0, etc, in the usual way. Signals, designated Y to Y, are located at intervals along this stretch of single track,-

these signals being shown located oppositely to each other in pairs. I The two signals Y and Y at each end of the stretch of single track, and governing train movement into the stretch, are known as the absolute or starting signals, and in practice are made distinguishable, by the shape of the blade,

, marker lights, or the like, from the intermediate signals Y to Y. The starting signals Y and Y, when in the stop position are interpreted to signify stop'and stay. The intermediate signals Y to Y are of the permissive type, and when in the stop position, signify that the train may pass them after complying with the prescribedrules, ex pecting to find another train or other obstruction ahead.

Without pointing out in detail therelays and control circuits involved, since this is fully explained in the patent above mentioned, the general scheme of operation of the A. P. B. system is as follows. WVhen. a train enters the stretch of single track from either end, say the left-hand end as shown in Fig. 2. it caus'esall of the opposing signals Y Yand Y to assume the stop position, thereby blocking all train movement in the opposite direction; As this train travels through the stretch'of single track, these opposing signals are held in thestop position until the rear end of the train has successive- 1y passedthem. The signals Y Y* and Y", governing trafiic in the same. dlrec tion in which the train in question is runn1ng, are caused to assume in turn, the stop, caution,

and clear positions, the same as in double tra'ck block signal systems.

In applying the traincontrol system of this invention tothe A. P. B. system shown in Fig. 2, a track element T T etc., 1s lo cated at each signal, on the righthand side of the track with-respect to the direction of traffic governed by the respective signals, andthe control circuit for each track element is closed when corres onding signal is in the clear position, an opened when that signal is in the caution or stop position. This desired control of the track elements may be obtained from acircult controller 48 operatedby the signal itself, as

signal Y, said circuit. controller being shown in Fig. 2 .in connection with. the

shown in accordance withestablished convention, and being closed only when the signal'Y is in the clear position. Or, the control circuit. for the v track element may be governed by any other circuit controlling means responsive to a change'in the signal indication from clear to "caution, or to stop. For example, the control circuit for the track element may betakenthrough neutral and polar contacts 4:9 and 50 of the line relay 51 which is associatedwith each signal in the A. P. B. system, 'as pointed out in the patent, above mentioned, such arrangement being shown in Fig. 2 in connection with the signal Y". I v

From-the foregoing explanation it will be appreciated that, regardless of which end of .the vehicle is ahead, and regardless of the direction in which it is travelingwhen it enters a stretch" of single track, the car element. on-the right-hand side of the vehicle will be the 'one which is active, and

. the one cooperating with the track elements having their controlling condition dependent upon traflic conditions in advance of the vehicle. If there is a train in the same stretch of track traveling in the opposite direction, these track'elements are inthe stopping condition. If there is a train in the stretch of single track traveling in the same direction as the train in question, these track elements will be in the clear inactive condition, or in the active stopping condi tion, depending-upon the proximity of said.

train ahead. It will further be noted. that if a train, after having entered the stretch of single track traveling in one direction, re-

verses its direction of movement, the change .lIl the direction of rotatlon-of its car axle automatically shifts the control of-its train control device K to the other car element, placing such train under the control of'those track elements governing traflic in the direction the vehicle has now assumed. In short, regardless of which end-of the vehicle. is

ahead, and its direction of movement on the stretch of single track, it is always .unden' the proper control; and the same vehicle, when passing on to the double track, will be placed under proper control, so long as it travels in the normal direction of traflio for which said double track is signalled, regardless of which end of the vehicle is ahead.

such control being automatically removed if the vehicle travels against the normal current of trafiic.

While various specific constructions and arrangements of parts and circuits for practicing the invention have been shown and described, and the mode of operation and characteristic" features of the invention pointed out, it should be understood that this disclosure does not exhaust all possible modifi-.

will be cations, adaptations, and' embodiments of means constituting the invention, nor does it include the various devices and methods of signal or train operation well recognized in the art and commonly practiced. The specific 7 type of inductive communicating means is merely illustrative, and being disclosed and claimed in other applications, no claim is made herein to combinations and sub-combinations of the impulse communicating means, per se, the present invention involving the application and combination of such means with an automatic reversing switch, or equivalent, to take care of the various train movements found in practice and previously explained.

What I claim is:

1. In a train control systemfin combination with a section of single track having signals for governing traffic in both directions, an inductive track influence communieating device at each signal governed inaccordance with the indication thereof, car equipment comprising duplicate inductive receiving means on opposite sides of the car adapted to be inductive'y influenced through an intervening air gap by said trackway d vices, and automatic means operated in accordance with the direction of rotation of a car axle and including a frictional device for rendering effective the receiving means on the side of the car corresponding to those trackway devices forgoverning traflicin the direction in which the car is traveling.

2. In a train control system, in combination with a single track territory having double track meeting points, two groups of signals in said single track territory, each group governing trafiic in one direction, each group of signals giving the usual clear, caution and danger indications to a train traveling in one direction due to traflic ahead in the same block or ip the next block in advance traveling in the same direction, and giving a stop indication to said train due to a train ahead traveling in the opposite direction, two groups of inductive trackway influence communicating devices governed respectively by said groups of signals, two car-carried inductive receiving devices arranged to cooperate respectively with said groups of trackway communicating devices and to receive influences from said trackway devices through an intervening air gap, car-carried control equipment for controlling the vehicle brakes in accordance with the influences received and car-carried means for connecting one or the other of said receiving devices to said control equipment in accordance with the direction of rotation of a car axle, whereby said car-carried control equipment is governed by the influences from said group of trackway communicating devices which is controlled in accordance with traflic conditions ahead in the direction of movement of the car in single track or double track territory, irrespective of which end of thecar is ahead.

3. In an automatic train control system, the combination with a stretch of track having traific controlled influence communicating devices on one side of the center line of the track rails with respect to the normal direction of traffic, car equipment. comprising re- ,ceiving devices located on both sides of the center line of the vehicle, a coil on each of said receiving devices, a circuit including the winding and the front contact of a stick relay and a source of uni-directional voltage, and a reversing switch, operated in accordance with the direction of rotation of a car axle, for selectively connecting the coil on one or the other of said receiving devices in series with said circuit in accordance with the direction in which the vehicle is' traveling.

4. In an automatic train control system, in combination, a stretch of track having traflic controlled influence communicating devices comprising inert non-magnetized bodies of iron when in their active stopping condition located on one side of the center line of the track rails with respect to the normal direction of traffic, car equipment comprising receiving devices located on both sides of the, center line of the vehicle, a coil on each of said receiving devices connected in a circuit including a source of uni-directional voltages, a second coil on each of said receiving devices, a circuit including the winding and the front contact of a stick relay and a source of uni-directional voltage, and a reversing switch operated in accordance with the direction of rotation of a car axle for selectively connecting said second coil of one or the other'of said receiving devices in series with said circuit in accord ance with the direction in which the vehicle is traveling. A

5. In an automatic train control system, the combination'with a stretch of track having traflic controlled influence communicating devices on one side of the center line of the track rails with respect to the normal direction of tralfic, car equipment comprising receiving devices located on both sides of the center line of the vehicle, a coil on each of said receiving devices, a circuit including the winding and the front contact of a stick relay and a source of uni-directional voltage, and a reversing switch frictionally operated in accordance with the directionof rotation ofa car axle, for selectively connecting the coil of one orvthe other of said receiving devices in series with said circuit in acordance with the direction in which the vehicle is traveling, said reversing switch including means for preventing the opening of said circuit when such change of coils in said circuit is effected,

- ceiving devices on opposite sides of the center line of-the vehicle, means automatically operated for alternately connecting said stick circuit to one and then the other of said devices as the direction of movement of the vehicle is reversed, whereby the influence receiving device connected in said stick-circuit is influenced by the group of communicating devices governed by the group of signals'which controls traific inthe direction in which the vehicle is traveling, a normally energized repeater relay controlled by said control relay, and manually operable means for closing a pick-up circuit for said control relay upon the de-energiza-tion of said repcater relay.

. -7. In an automatic train control system, the combination with a stretch of railway track having two groups of signals for governing traffic in bothdirections, two roups of track influence. communicating governed in accordance with the indications of said groups of signals respectively, said groups of communicating devices being located on opposite sides of the center line of the track rails,'car equipment comprising, a normally energized control relay of the stick type, .a stick circuitincluding said relay. a source of uni-directional voltage and a front contact of said relay, influence receiving devices on opposite sidesof the center line of ;the vehicle, means automatically operated for alternately connecting said stick circuit to one and then the other of said devices as the direction of movement of-the vehicle is reversed, whereby the influence re-. ceiving device connectedin said stickcircuit is influenced by the group of communicating devices governed by the group of'signals which controls trailic in the direction in which the vehicle is traveling, a normally energized train control device governedby said control relay and active to cause an automatic brake application'when de-energized, and manually operable means effective for a predetermined. time only for maintaining said train control device energized irrespective of said relay and for again picking up said relay.

8. In a train control system in combination with a single track railway having evices ing in one direction due to traffic ahead in the same direction, and giving a stop indi-- cation to said train due 'to a train ahead traveling in the opposite direction, two groups of trackway influence communicating devices governed respectivelyby said groups of signals and comprising inert non-magnetized iron bodies when in their active I stopping condition, car equipment compris ing receiving devices located on both sides of the center line of the vehicle, a coil on eachiof said receiving devices, a circuit includlng the winding and front contacts of a stick relay and a source of ,uni-dircctional voltage, and a reversing switch, operated in accordance with the direction of rotation of a car axle, for selectively connecting the coil on one or the other of said receiving devices in series with said circuit in accordance with the direction in which the vehicle is traveling, whereby said stick relay is governed by the influences from said group of trackway communicating devices which is controlled in accordance with traflic conditions'ahead in the direction of'movement of the vehicle in single track or double track territory irrespective of which end of the vehicle is leading. y

. 9. In a train control system, the combination with car equipment for train control system, comprising, an impulse receiving device on each side of the car which has .an exciting coil and a receiving coil, a normally ener ized relay, and automatic means deen ent for its operation upon the reversal of the direction of rotation of the car axle including a friction device for alternately connecting said receiving coils to the relay as the car changes its direction of movement relative to the trackway.

10. In a train control system, the combination wltlr carequipment comprising duplicate impulse receiving elements on opposite sides thereof, each comprising a nor-" ,..mally energized exciting c011 and a receiving coil, normally energized translating means on the car maintained energizedby one of said impulse elements, and automatic make-. before-break means for alternately connecting thereceiving coils to said translating means dependent upon the direction of move ment of the car relative to'the trackway.

11. In a train control .system, in combination with a single track railway having double track meeting points, two groups of signals in said single track territory, eachgroup governing traflic in one direction,-

each group of signals giving the usual clear,

caution and danger indications to a train traveling in one direction due'to traflic ahead a circuit including a source of unidirection al voltage, a secondcoil on each of said receiving devices, a circuit including the winding and the front contact of a stick relay and a source of uni-directional voltage, and a reversing switch, operated in accordance with the direction of rotation of a car axle, for selectively connecting said second coil of one or the other of said receiving devices in series with said circuit in accordance with the direction in which the vehicle is traveling,

whereby said stick relay is governed by the influences from said group of trackway communicatingdevices which is controlled in accordance with traflic conditions ahead in the direction of movement of the vehicle in single or double track territory, irrespective of which end of the vehicle-is leading.

12. In a train control system, the combination with a stretch of single track having signals for governing traflic in both directions,atrack influenced device at each signal governed by the signal in accordance with the indication thereof, and car equipment comprising duplicate receiving means on opposite sides of the car adapted to be influenced by said track devices, the receiving means on the side of the car which corresponds to the track device governing tratfic in the direction in which the car is then travelin being active and the other inactive, and during change of direction of movement of the car at least one of the receiving means.

being active.

13. In a train control system, the combination with a stretch of single track having signals for governing traffic in both directions, a track influenced device at'each signal governed in accordance with the indication thereof, and car equipment comprising duplicate'receiving means on opposite sides of the car adapted to be influenced by said track influenced devices, and automatic means operated in accordance with the direction of rotation of the car axle and includ ing a friction device for rendering effective the receiving means on the side of the car corresponding to those track devices for governing traflic in the direction in which the car is then traveling.

14. In a train control system, the combination with an absolute-permissive-block signal system including fixed semaphore signals and having trackway influence devices at each signal governed by the signals and in accordance with the indication of that signal, influence devices carried on the car on opposite sides thereof, and automatically placed in condition to cooperate withthe vwith inductive impulses transmitting tracl:

devices located on the same side of the track with-respect to the direction of traflic governed by the signals.

16. In a train control system, the combination with a single track railway having double track meeting points, twoigroups of signals each group governing traflic in one direction, each group of'signals giving the .usual clear-caution and danger indications due to traflic ahead in the same block or in the next block inadvance traveling in the same direction, and giving a stop indication due to a train' ahead moving in the opposite.

direction, trackway devices governed by said signals, car equipment adapted to regulate the movement thereof on either double track orsingle track and automatically modified to provide proper control corresponding to the direction of the movement of the car and irrespective of which end is ahead.

17. In an automatic train control system, the combination "with an absolutepermissive-block signal system including fixed signals each governed in accordance with thetrafiic moving in one direction intwo successive blocks and the traflic, moving in the opposite direction in a series of blocks. trackway devices at each signal governed by said signal and located distinctively with re- .spect to the track dependent-upon the direction of movement governed by the signal in accordance with which the trackway device is governed, andinfluence devices carried on the car on opposite sides thereof and antomatically placed in condition to cooperate with the track devices governing traific in the direction in which the car is then traveling. l

18. In a train-control system, the combination with a stretch of single track having signals for governing traffic in both directions, a track influence device at each signal governed in accordance with the indication thereof, and car equipment comprising duplicate receiving means on opposite sides'of the car adapted to be influenced by said track devices, and means automatically actuated by the rotation of a car axle through an intervening friction driven device for rendering effective the receiving means on the side of the car corresponding to the track device governing traflic in the direction in which the car is then traveling.

19. In an automatic train control system, the combination with vehicle carried elements located on opposite sides of a vehicle each having depending legs terminating in a plane a predetermined distance above the track and crossing rails, a secondary coil on one of the legs of said elements, a control relay, means governed automatically in accordance with the direction of movement of the vehicle for connecting said control relay to one or the other of said elements, a trackway element comprising an inert mass of iron when in its active condition and located on a predetermined side of the track corresponding to the direction of traflic it is to govern for inducing a voltage in said secondary coil, said trackway element having upstanding legs terminating in a plane above the top of the track rails and adapted to cooperate with the efiect-ive vehicle carried element if the vehicle is traveling in the proper direction, and train control mechanism controlled by said relay.

20. An automatic train control system comprising, car-carried elements located on opposite sides of the center line ofa railway Vehicle each having a secondary receiving coil, a control relay, means governed automatically from the axle of, the vehicle for connecting said relay to one or the other of said elements depending on the direction of movement of the vehicle, a train control device governed by said relay, means manually operable by the engineer for preventing said train control device from being ini; tiated, and means for recording theoperation of said manually operable means.

21. In an automatic train control system, the combination with a brake control apparatus on a vehicle, normally energized control means on the vehicle for initiating operation of said apparatus, said control means if momentarily deenergized remaining deenergized until restored, influence communieating means located on op osite sides of the vehicle, means automatica ly operated in accordance with the direction of movement of the vehicle for connecting said control means to one or the other of said influence communicating means, manually operable means on the vehicle adapted to maintain said brake control apparatus inactive independently of the control thereof by said control means providing the manually operable means is operated prior to the initiation of the operation oi said control means, and

operated.

means forrestoring said control means effective if said control means is deenergized while said manually operable mea'ns is;

. 22. An automatic'train control system according to the preceding claim, further characterized by the provision of means to penal ize the engineer if the manually operable means is moved to its effective position for more than a predetermined interval of time.

23. Car-carried equipment for automatic train control systems comprising, a relay having a stick circuit including a front contact thereof, an influence receiving device located on each side of the vehicle, means .frictionally operated in accordance with the direction of movement of the vehicle for connecting the stick circuit of said relay directly to a corresponding influence receiving device, said means being constructed so that the stick circuit will not be interrupted when a change of connection from one im fluence communicating device to the other is made.

24. Car-carr1ed equipment for automatic tram control systems comprlsmg, a clrcult including a source of energy, a relay and a w front contact of said relay, an influence re- 25. Car equipment for automatic train control systems comprising, an influence receiving element on each side of the vehicle each including a normally energized primary windin and a secondary winding, a brake contro device connected in circuit with said primary windings, a normally energized control relay connected in a stick circuit including a source of energy and a front contact of said relay, and make-beforebreak circuit controlling means frictionally l Ill operated for alternately connecting said stick circuit directly to one and then. the

other of said secondary windings as the direction of movement of the vehicle is reversed.

26. Car equipment for automatic train control systems comprising, a normally energized control relay of the stick type, a

stick circuit including said relay, a source of energy and a front contact of said relay,- influence receiving devices on opposite sides of the vehicle, means automatically operated for alternately connecting said stick circuit to one and then the other of said devices as the direction of movement of the vehicle is reversed, a normally energized repeater relay controlled by said control relay, and manually operable means for closing a pickup circuit for said control relay upon deenergization of said repeater relay.

27. Car equipment for automatic train control systems comprising, a normally energized control relay of the stick type, a circuit including said relay, a source of energy comprising, inductive influence transmitting means governed in accordance with traflic conditions ahead of a vehicle moving in a certain directioninclu'ding, the rails of the trackway,- car equipment comprising a receiving element -mounted to be effective when the Vehicle moves in one direction and another element effective when the vehicle'moves in the other direction, a normally energized control relay having a stick circuit which is maintained energized if connected to one or the other of said elements under predetermined traflic conditions, and make-before-break circuit controlling means automatically shifted by frictionally operated means responsive to a change in the directjonof travel of the vehicle for shifting said stick circuit for said control relay from one element to the other without interrupting the flow, of current through said stick circuit during such shifting operation. 29. In a train control system, the combination with a stretch of track having trafiic controlled influence devices on one side of the track with respect to the normal direc tion of traffic, car equipment com rising a receiving element oneach side 0 adapted to be influenced inductivel from the trackway through an intervening air gap, and automatic means including a friction device responsive to the direction of rotation of the" car axle and having limiting stops for rendering said elements alternately effective. v

30. An automatic train control system comprising, a brake applying means acting on the usual air brake-system, automatically actuated control means for governing said brake applying means, means on the vehicle for preventing the actuation of said control means and effective only if actuated the car before said brake applying means has been initiated, means for recording the actuation of said last mentioned means, and means only accessible fromthe ground for resetting said control means to normal, said resetting means, so long as maintained in-the resetting condition, causing an operation of said brake applying means.

31. In an automatic train control system, in combination with a stretch of single track having two groups of Wayside signals for governing trafiic in each direction respectively, each group of signals giving the usual clear, caution and danger indications to a given train due to a train in advance moving in the same direction as said given train, and giving a stop indication to said given train due to a train in advance moving in the opposite direction to said given train, two groups of inductive trackway influence communicating devices located on opposite sides of the center line of the track rails and governed respectively.by said groups of signals in accordance withthe indications thereof, said trackway influence communicating devices comprising inert non-magnetized, magnetic bodies when in their active stopping condition, car equipment comprising two inductive receiving devices located on opposite sides of the center line of the vehicle respectively, each of said receiving devices having a primary coil and a secondary coil, a circuit including a source of uni-directional po tential connected in series with the primary coils of both of said receiving devices, a stick circuit including a source of uni-directional potential and the winding and front contact of a stick relay, an automatic reversing' switch operated in accordance with-the the direction in which the vehicle is traveling for selectively connecting said secondary coil of one or the other of said receiving devices in series with said stick circuit, whereby said stick relay is controlled in accordance with traflic conditions ahead irrespective of which end of the vehicle is lead ing, a normally energized repeater relay con trolled by said stick relay, and manually operablameans for closing a pickup circuit for said stick relay upon the de-energization of said repeater relay.

32. In an automatic train control system,

-in combination. with a stretch of single track having two groups of wayside signals for governing traflic in each direction respectively, each group of signals giving the usual clear, caution and danger indicatlons to a given train due to a tram in ad- 'vance moving in the same direction as said track rails and governed respectively by said groups of signals in accordance with 'the indications thereof, said trackway influence communicating dGVlCGS comprising inert nonmagnetized. magnetic bodies when in their active stopping condition, car equipment comprising two inductive receiving devices located on opposite sides of the center line of the vehicle respectively, each of said receiving devices having a primary coil and a secondary coil, a circuit including a source of uni-directional potential connected in series with the primary coils of both of said.

receiving devices, a stick circuit includinga source of uni-directional potential and the winding and front contact of a stick relay, an automatic reversing switch operated in accordance with the direction in which the vehicle is traveling for selectively connecting said secondary coil of one or the other of said receiving devices in series with said stick circuit, whereby said stick relay is controlled in accordance with trafiic conditions ahead irrespective of which end of the vehicle is leading, a normally energized train control device governed by said stick relay and active to initiate an automatic brake application when deenergized, manually operable means effective for a predetermined time only for maintaining said train control device ener ized irrespective of the de-energization of said stick relay, and means for causing the de-energization of said train control device irrespective of the operation of said manually operable means if said circuit including the primary coils of said receiving devices is de-energized.

In testimony whereof I hereby alfix my signature. Y

WINTHROP K. HOWVE. 

